Controlling mechanism for internal-combustion engines.



B. KRMER. CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. I0) I9I3.

Putent'edSept, M, I,

6 SHEETS-SHED I.

invent-,o [3er- Ilarf-d KV Witnesses: MM/@W B. KRAMER. CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES. f

I. APPLCATION FILED FEB. l0. 1913.

6 SHEE'TS-SHEEI 2.v.

57 I A56 y f 5.9 Q82 8' o 80 s 65 @e \62 Wi'm's: Y y Inventor, t J' f4 Bernhard Krmer:

` B, KR'A'MEH. coNTRomNG MEcHANf'sM FOR INTERNAL coMBusnoN mamas.

APPLICATION FILED EEB. l0. |913. ;;,53,629 v PatentedSept. 14, w15

i ev SHEETS-SHEET 3.

Figs.

Imm H7 y Hand Pump Wi messes: F-

i 6 Inventor, 4 'Bernhard Krmer,

bu QQ/f l @wie 8.*KRMER. ONTROLUNG MECHANISM FOR INTERNAL CUM-BUSTION ENGINES.

yAFPLICATiON FILED FEB. l0 |913.

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A A B. KRAMER.l CONTROLLING MECHANISIVI FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. I0. IBIS.

1,153,629. mmm sept. 1I, 191.5.

6 SHEETS'vSHEEI i).

Fi.8., t @Nv B. KRMER. coNTRoLIUNG' MEcHANisN FOR INTERNAL coMBusUoN ENGINES.

AFPLICATIONFILED FEB.101913.

imma SNN. 14, 1915,

- 6 SHEETS- sum1 e. 98 14 m96 95 Invenbor; Bernhard Kr-eme Witnesses:

UNITED IsTAams PATENT cetrioli.'ifAl BERNHARD KRAMER, OF CHARLOTTENBRG, GERMANY, .ASSGNOR TO GENER-A ELECTRIC COMPANY, A CORPORATION OE NEW YORK.

Application led February 10, 1913. Serial No. 747.401.

Be it'known that I, Benni-IARD KRMER, a subject of the Emperor of Germany., residing at Charlottenlmrg, Germany, have 1n- `vented certain new and usefulf yImprovel l 1 l ments 1n Controlling Mechanism for, Internal-Conilmstion Engines, of which the following.r is a specification.

In the operation of internal combustion engines of the highv compressiontype it 1s necessary to provide a starting means, such as fiuid under pressure. subject to the control of suitable valvemeans; to provlde a means for preventing the blast air used for injecting fuelI into the cylinder from acting during the sta1"f.inf r period: to pump fuell under relativelyhigh pressure to the ij(- iector or pulverizer preparatory to its admission to the cylinder or cylinders vand'to regulate the action ofthe fuel pump or pumps. lf the best results arev to be ob` tained these various means or devices should be so organized and arranged that they can be ilu-orporated in the same structure and so related' that they may be operated in the proper sequence`v thereb v 4 eliminatingv mistakes of theoperator in sofar asgp'ossible.

In this connection it is to lie-borne inmind that fluids under lvhigh pressure are beingrv utilized. and that. ainistake on the p'art of the operator may have serious results. i

y invention has for its object to provide an ix'nproved governing` mechanism for such engines which will fulfil the exacting requircnients above outlined.'-

For a. consideration of what I believeo to be novel and Amy invention.attention is directed to the accompanying description and the claims appended thereto;

In the accompanying drawings' whichfare illustrative of my `finvelrtiiai. Eigure l gis a longitudinal Ilsection' ofaliy' implioyed vengine section th ovigh .itlle` wir startingyalve; Figi controllii` r't'iecha-nisn cam shaft: Fig. 6 is a. detail view showing the formation of the suction valve cam and Specification of Letters Patent section of the `pllfmp mechanism;- Fig.y -L is a detail view ofthe pump cam;

Patented Sept. 14,4 1915.

its coperating roller; Fig. 7 is an enlarged 50 sectional view taken in the plane of the shaft and showing the relation between the pumps, f air starting valves and actuating cams therefor; Figsa, 9 and l0 are vdetail views illustrating the pump; Figs. 1l and 1'2 illustra- '511` trate a means for positively holding the suction valve of the pump off of its seat; Figs. 13, l-i and l5 are detail views showingthe shut-off valve for the blast air, and Fig., 1G is a cam of modified shape for controlling 6e the action of the shut-off valve for the blast air. i i

In carrying out the invention, a` shaft .1, y Y Fig. l, is A'provided thatis mounted in suitable bearings that are supported by the housing Z. This housing in addition tosupporting` the shaft acts asa support for the pump and the valve casings, as will appear more fully hereafter. Mounted on the sha-ft is a speed governor 3 of any suitable con- 70 struction. The movable abutment of the governor is connected to the cam t in such a mannerlas to move it axially on the shaft. This' cam controls the open and closed periode of the suction valves of the fuel 75 pumps, as will appear more fully hereafter. The fuel pumps are driven by a cam 5 which is rota-ted by and at the same speed'as the' shaft l andwhose positionis fixed. Mounted. on the shaft is a cylindrical member or 87o carrier having two cam faces. one coperating'with the air starting valves and the other cooperating with the shut-off valve for blast air which is contained in the casing 7 the latter being supported by the upper side S5 of the housing. On the right hand end of the cam shaft is av beveled gear 8 that meshes with a similar gear, the latter drivingthe. shaft 'of the taehometer 9. .The weights of l the governor are opposed ley-the spring 10 490 vilootted between them Vand also by the coiled compression springt 11 that is located at one -end ofthe shaft andprovided with' an ad. vjusting nut 12 that may be movediby the handle 13. In order to permit the iihaft'to 9a A after in connection with Fig. 7 As before stated the action of the pumps is controlled by the governor through the axial shifting of cam 4. `The aetionof the air starting vvalves and the shut-o valve' fortheblast'air vis co'ntrolled by the member (i and its cams.

This memberis moved axially on the shaft by means'o'f-ahand Wheel 14 and a fork 15 actuated thereby. When the parts are in the position shown the air starting valves and also lthe shutiof valve :for the blast air are out of operation,` this being the normal position.

- Mounted o n the left hand endof the shaft isl agear 16 that meshes With a gear 17 to form a pump, said pumpbeing arranged to of. ".lhecrank pin V20 is slightly flattened on its sides and the slot in the disk is somewhat longer than is necessary to receive the pin, the object being to eliminate troubles due to lack ofl alinement, also to facilitate the removal, of the shailt 1 and its associated part-s.I In this eonnectionfit should be noted that the housing 2 and allot the parts carried thereby can be removed as an entirety from the engine, the traine ot' which. is indicated This engine may be of any suitable construction. i

My invention has been designed for use in connection with a two-cycle internal combustion engine, each cylinder l'laving oppo` sitely moying pistons and ywill beI described 'in cnnection therewith. It is to be understood, however, that instead oli-operating on the two-cycle'plan, it may operate on fourcycle4 or any other Aplan by suitably modifyinfand timing the earns."

tcierring to; Fig. 7, indicates the hous'T ing as belore, and 221`and 23 the removable pump casings that are bolted to the housing. Each ol these casings contains a plunger 24 anda, suction valve 25 and a discharge valve 30, Figs. 23 and 10. llach casing is also pro- -vided with a: cross-lu-ad 31 located -in a counter bore that is concentric with a cylindrical bore containing" the plunger. 'l`he cross-head carries a roller 232 which is sup- .hand part ot' the shaft; 1 located therein is a tube t7 the easing and the head erh-led by the plunger.

The suction valve 25 is moved by 'a lifter 34. which in turn is actuated bya cross-head 35,. similar in construction to the pumpcross-head but smaller'. The cross-head car- 70 high portion and a low portion arranged in 76 spiral form and as the cam is shifted under the roller the latter travels on'the incline from the high to low portion and vice versa.

By placing the pump casings 22 and 23 on opposite sides o1 the shaft I am able to 80 utilize a single cam for actuating both plu'ngers. also to use a single cam for controlling both suction valves, assuming that v the pumps are outof phase by 180. That is to say, when the plunger in casing 22 is-85 at tlienend of its suction stroke the-,plunger in casing 23 is atvthe endof its discharge stroke. The suction valvesare also out of phase by the Same amount, Iand whether they i are closed or opened depends uponthe position ot' their controlling cam 4.

Referring to tlie construction of the speedv ,f governor, Fig. 7, and to the means forshiftfing vthel suction' valve. cam, 1 indicates the .i

shaft which is provided with a head 37 'at-95 tached to a fra'me'SS that forms a, support., for the weights 3f) whielrare carried on knit'e edged bearings. 'lo the right hand end ot' the trame is connected an annular iange 4() ontho shaft 41 I tinuation ot'. and inef'eet is the same as the shaft .1.' V'lho governor weights-transmit motion to the movable abutment 4.2` against the action ot' the coiled compression spring 10. The ablltinent is connected to an a rrangedvrod lito which attached a cross piece 44 located in a slotV 45 in the shaft 41. This cross piece is rotatcdby the shaft along with the speed governor, but is free to move back and iorth in the slot in respouse to speed' changes. Surrounding the shaft is a sliding ring' 46 that isl provided .with tuo'endnuts that engage the cam -l on opposite sides .and hold the same in fix'edl position to the cross picto-i4.

is 'hollow and that carries va plug 48 which engages a correslionding plug carried by the cross l i that forms a con- 1 00 axially 106 The right piece 44. ',lhe opposed-` ,tlie casing.

meeting faces of `these i'ilugs are rounded` to 120 preventcramping.` ln the right hand end of the tube47 is a plug 45) that "forms a seat for the ball bearing lfl-ugaging 4the yball bearing is a tubular member 55 forming aV seat for the coiled compression spring l11,125 the tension of which is adjusted. by the nut 12. 'The spring 11 cooperates withl the spring 10 to oppose the actionof the gogported on its pivot by a hall bearing.` 'lhe pump plunger 24 is inade hollow to decrease its weightand is snugly .fitted into a sur-l rounding sleeve which makes a tight fit in The plunger is moved on its discharge stroke by the cani 5 and on its suction. stroke, by the coiled compression spring located between ythcshoulder of present case the engineis intended-to be started by air ilnder high pressure.. In order to control the admission ot this air to the cylinders, air starting valves 56 are provided. ln the present einbodiinentol: the. invention two otthese val-ves are provided.

but a greater or `less number can be used.

depending upon the requirements. The valves are similar in Construction and a description of one 'of them will be .sufficientA 5G indicates the valve'and 57 a flat seat therefor, which valve is normally held in a closed position by the coiled compression spring 5H. The valve and its seat are cai'- ried bv a removable casing Fill that is seated in a boss (it) tornied on the housing L). 'lle valve casing and the boss are provided with registering ports (Sl through which air iinder high pressure flows troni a suitable storage tank to the cylinders. The arrangement of the air passages is' best shown in Fig. 2. Sheet L), wherein (S2 indicates a pipe leading from a storage tank to the cored passage or chamber (38 in the housing. This chainber supplies air to both ot the starting valves in niultiple. After the air passes the. starting valve it flows through'the passage lll-.to the pipe (35. the latter leading to one. olE the cylinders of the engine. From the other starting valve air passes by the pipeoo to another i-fylinderol the engine. llach valve is actuated by a cross-liead o7. which carries a roller (lo arranged to engage a cani (ill :nounted 'oir the tubular carrier 7l). f linder normal conditions the cain (if) is inactive,v

that is to say itrotates in a plane which is displaced' laterally from the axis of the'. air valves.- 'l`his is best shown in Fig. 7 wherein the lull linesin'dicate the normal running position and the dottedV lines the starting position. i Y Y. l

means for moving the cain (Si) into and ait ol operation. which is con'iinon to both vstartiirl valves7 will now be described. I The. 'carrici 7() lor the kcam4 is .mounted on a iiolde= 71. and the latter is arranged to be moved to and fro on the shaft by means.

of a 'forked lever 15. A coiled compression sprii g 73 acts to move the holder 7l to. the righ a as lindicated in Fig. 7.

Referring now to Fig. 2, Sheet 2, 74. indi- Cates a vertically disposedspindle which is situated' slightly to one side olE the shaft l.

4 rlhis sha lt is located iii bearings suiiported by the housing (ln the upper end ol the. shaft is a hand wheel lil bv inc'ans of which it can be depressed and also moved angularly'. A spring 7G is provided which nor- Inally'holds the handle in its raised position. asshowiif 77 indicates a pointer fai'- ried bythe hand wheel. 'lhis pointer is arranged to be moved over a dial plate TS carried by a projection7f) ol the. housing. liy comparing' the position ol the pointer 77 with, suitable datum points on the dial the operator can' deteriniiiothe position -ot' the -cain carrying element 7U ot' Fig. 7.l ln order' to insure proper in isitioiisI ofthe` element TU andits cams the lower end ol the spindle 7-l is provided with a locking device compris-V ing.r a plate Si) having a square opening for the spindle and a series ot projections Sl shown in dotted lines. Fig. 2. which register" with notches lornied in a locking plate 8L). which is fastened to the housing. liydepressing the spindle Tllthe pro|ections can be disei'igaged troni tlu` notches. alter which the spindle T-l may be turned in a clockwise or anticlockwjse direction to move. the cani carrying element 7()y t-hrough the forked lever l5. the latter being secured against ro- `tation on the spindle ,by the spline $23. This spline or Jfeather permits the spindle to be moved up and down within the forked lever i but .prevents relative angular movement of lthe parts, said forked lever being held between fixed shoulders located above and belowit.e

Tn an apparatus of this kind lit is neeessary to prevent the introduction Aot'luel to the'cngiiie cylindersduring the starting op-I Aeration in order to vprevent a succession of .fuel changes being 'delivered to the cylinf'- ders previous to ahring operation. ln other igniting ftei'nperature ot' the. rluel. since *otherwise there might be an accumulation of fuel-in the cylinder which might. lead to disastrous results on the lirst firing stroke after thc starting operation. ln an engine Vol5 the .characterreferred to the. l'uel is introduced by alilast oi air when the needle valve is opened. said air blast having a pressure superior to'that duey to a eon'ipression. It therefore follows, if the supply otI blast air can be controlled by a. means independent of theneedle -falve admitting Jf'uel'to the engine, that'no t'uel will be admitted.even though the t'uel valve is opened by Vthe normal .fuel "alve operatingl means. This. result is attained by the arrangement sh` vn in Figs. 13 to 15, Sheet (i, wherein 7 indicates sel a valve easingthat is mounted in a suitable i K the hand wheel 14, which raises the actuator vof air.

double seate pilot valve 94. that is normally opening formed in the housing 2. As shown this' casing is located on the upper side of the shaft 41 and is displaced by 900 from the air starting valves.

85 indicates a valve -which is open during the normal operation of the engine and is closed'during the vstarting operation. The valve is opened by the air blast pressure and closed by the spring 86. The valve is controlled by the following means z-Mounted on the element is a cam 87 that is adaptf ed to engage the ball 88 which .is held between the walls of a screw threaded plug 89. This ball is arranged to elevate the cup shaped holder' 90 which is normally held in the position shown by the coiled compression spring 91. Preferably the parts are so constructed and adjusted thatv during the normal operation the ball 88 is held just out of contact with the cam carrying'element 70 so as to reduce wear. Located inside of the cup shaped holder 9() is a tubular actuator 92 which has a-small opening in its lower end that communicates with anV opening 93 in the plug to permit the escape Ab ve the tubular actuator' 1s a pressed against its upper` seat by the spring 95. Air under high pressure enters the valve casing by the passage 96 and flows through the chamber 97 to the passage 98 leading to a pulve'rizer in an engine cylinder'. Assuming that-it is desired to start the engineand 'cut off the supply of vblast air to the fuel pulverizers or injectors vin the engine cylinders, the ca1n'87 is shifted to the left by.

92. This cuts ol' the escape of air under the yalve "thro ugh the engagement of the',

conical lower end of the valvev 91 and the actuator-92," and at the sam'e time raises` the.A valve 94. so that hlghpressure a 1r can flow` from the `chamber 9to the chamber 99,.

thence through thepassage y100 to the diagonalpassage 101,r whichfi'n turn comrlnuni-` catesv through suitable passages with the:

under side of the valve 85, thereby balancing said valve as to fluid pressuresand permite.

ting the spring 86 to close it and shut olfthe passage of high pressure air from the inlet passage 96 to the outlet passage 98 leading to the'v fuel pulv'erizer. l, y

I may soarrange the pai-ts that the valve 85 opens and closes once for each revolution of the shaft 41 by extending the cam A87 part way around'the shaft, or I may so arrange.

it that during'the entire starting operation the valve 85` is held closed by making the.

cam 87 extend entirely around the shaft vas shown in Fig. 16, Sheet 4. A

In an apparatus of this character it is at times desirable to cut one of the fuel pumps out of operation. The simplest way to accomplish this is to raise the suction valve vof the pump that is to be cut out to a point -the valve 1:16 'preventing where it lifted out of the path of the suction valve cam. Referring to Figs. 8, *'9, 11 and 12 of Sheet 5, 105 indicates adog or finger' that is'arranged to enter a slot formed in thecross-head 35 that moves the-'suction Valve lifter. This dog is .mounted-;on a spindle 106 which is normally .pressed inward by the' coiled compression spring-107,

Y Fig. 12. The outer lend of the spindle 106 is through the suction valve `and return vit through said valve on the discharge stroke;A

' Previous" to startingthe engine "it isvde` sirable to fill the reservoir 'and 'passagesv or pipes leading to the pumps with fuel 4to prevent failure. or partialfai'lure of the pumps; To this end a hand` pump 109, Fig. 3, Sheet 8, is. provided.y 'Thisa-pump comprises a lcylinder110andv a plungerl y1111; The plunger" is normally held in the position shown by a coiled compression spring 112. XIn the plunl ger` is a port 113 through .which fuel flows fromv the pipe '114, the latter being connected to a suitable sourcepf supply. Fuel from` the pipe. 11l enters the Ireservoir 115 that is formedibyV coring out the housing.'y Situated tofth'e right of the fuel yinlet pipe is a valve 116A that controlsl the passage of flu'id'from the plunger, against the action of the spring 112, the pump cylinder being filled with fuel from the pipe lll.V The first part of the movement of the and, .therefore fuel vis forced from' the cylinder throughthe passage connecting it tothe chamber-'118 asshown bythe arrow,

to the-'pipe y1111. r A few strokes of the pump will generallysuflice yto till the reservoir 115. Fuel v'from the reservoir; is conveyedtothe suction valve of the'pumps by vthe pipes 119,l Jandf120, the'former leading to one pump pump.` The ar?.

and thelatter 'to 'the second rangementof the pipe 119 and the connect,

ing passage 121 leading to a. suction valve 25 is best shown in Fig. 10, Sheet 5. ,In the latter figure the fluid]dischargedv by theplunger 2l enter." u horizontal passage 122 from which it pa. es through ythe discharge valve ,30 into the'chamber 123. This chamber may be connected to one or more pipes 124 leading to the pulvei'izer or injector iny un engine cylinder. 'One pump may supply one cylinder or it may supply a greater pumpplunger will on each stroke draw in a charge of ffuel plunger lshuts off the port' the return of fuel,

' examine these parts;

number." In this case I have shown' the pump as arranged to supply' two cylinders` by the pipes 124. I prefer. hoivever. to provide a pump for each cylinder in which case a plug would be substituted for one of the pipes. j i

From the foregoing it will bc seen that the pumps, 'alves therefor. starting valves. and the shut-off valve for the air blast are all4 mounted in asingrle casing where they can be properly alined Also that one shaft sulices to rotate all of the necessary cams for actuating the valves. A\lso that the speed goverr'i'orv is located on'the driving shaft and in close proximity to the cam which "it moves, thereby eliminating long connections withf'mariyfjoints. ry locating the speed'governor on the pump shaft it is fully protectedfrom injury and it and its associated parts may be thoroughly lubricated. Further by arranging the pumps, starting valves and blast air valve in the manner shown said Aparts can be readily removed for inspection or repair and readily remountedin place without the alinement being disturbed. Byreason of tlieform of connection used betvveen the crank pin 2() and the shaft 1 the housing and its contained parts can readily be removed from the engine frame and returned to place without disturbingr any of the parts of the engine proper, This is a very great advantage because it is necessary from time to time to The saving in time required in such operation is particularly important Where the engine has to be kept in service practically. all of the time, as is the case in power stations furnishing current for lighting and power purposes.

Ido not claim herein the specific construction of the speed governor for the reason that it forms the subject matter of my pending ILS. application for patent Serial No. 668,141, filed December 27, 1911.`

I'do .not claim herein certain vof the fea- -tures of the pump construction for the reafuel pump withthe apparatus son that they form thc subject mattei-'of my applicationl for. U. S. Patent, Serial No. 747,402, filed February. l0, 1918.`

In accordance with the provisions of the patent statutes, I have described the principh. of operation of my invention', together represent thebest embodiment thereof; but I desire to have' it understood thatthe apparatus shown is only illustrative, and that the inventionl can be carried out by other means.

yWhat I claim asneW and desire to secure by Letters' Patent of the United States is 1. Inf an.- engine controlling mechanism, the. combination of a rotating member, a driven` by the member, valve means actuated by the member for controlling the pump, means actuated .by the member during the startingperiod forcutting which I noWf consider to 4off the air blast'uscd to inject fuel into the pump driven by tbc mcmbcrla valveI controlling the pump. an actuatorv for the valve.I a valvc active during the startingr period for cutting olf thc air blast used to` inject fuel into thc engine. a starting!y means, said valves and actuator being moved by the member. and means for varying' tlueffective action of said member on the valves and actuator.

3. In anl engine controlliner mechanism. the `conlbination of a rotatingmember, a pump drivcn by the member. a valve `controllinni the pump. a valve activeduring the startiilpr period for cutting off the blast air used to inject fuel into the engine, a starting valve. and cams driven by the member forI actuating the valves. i

l. ln an engine controlling mechanism, the combimition-of a rotating member, a fucl pump driven by the member, a controlling: valve for the pump. a valve active during.r the startingr period for cont-rolling the blast air used'to inject fuel into the engine, a starting means. cams drivcnby the member for actuating the pump valve and said starting means. .a speed governor for ad justing one of the cams to ary the action of the pump valve, and a means for adjusting:- another of the cams to regulatethe action of thc starting incans.

In an engrine controlling mechanism, the combination of amcans supplying,r fuel to the engine, means for starting the engine, a valve independent of the engine valves for controlling the blast air used toinject fuel into the cngine, a shaft tliatacti'i`atcs' the starting' means. and means actuated by the shaft for shuttingthe blast air valve when the startingmeans is in operation.

6. In an engine controlling mechanism,

the combination of a means supplying fuel to the engine, a starting means,` a blastl air controller, a shaft, cams onthe shaft for actuating the said means and the controller, l

certain of which are movable, a speed governor driven by the shaft for adjusting one of said cams, and a manually actuated means for adjusting?r another of said cams.

7. In an engine ,controlling mechanism,

i the combination of a fuel pump, a valve forY controlling the amount of fuel deliveredvr Ithe combination of a starting means, a blast 'air controlling means, a shaft, and adjustable means driven by the shaft for actuating said starting and controlling means.

9. In an engine controlling mechanism, the combination of a fuel pump comprising a cylinder, a plunger and valves, a casing therefor', a starting valve, a casing therefor,

a blast air valve, a casing therefor, a shaft the shaft; andmeans for moving the last named cams longitudinally of the shaft. 11; In an'engine controlling mechanism,

the' combination 'of fuel' pumps arranged diametrically opposite, "a cam that is commonto and moves the plungers of bothV pumps, fcontrolling means forv they pumps also arranged diametrically opposite, a cam that i's common to ahdinovesvboth lcontrolling means, a. shaft and a governor for mov ingthe' last named/cam on "the shaft to c'ontrol the'lamount of fluid'delivered byr the ,pump.

12. 'Iii'an engine controlling mechanism, the combination of a fuel supply means., a starting I'neansfumy blastair controlling means, a shaft'l andvcams for operating said means, and a-device to shiftthe cams of the" starting fand blast air means independently ofthe fuel camsand comprising a lever, a

spindle frJmovi'ng'it, and a locking device.

133111 an'engine controlling mechanism,

the'coinbination of a fuel pump, comprising a plunger 'and a controlling valve, a hollow cam shaft having a slot thereima 'cam lfixed on the shaftl for l actuatingthe "plunger, a

` lcam adjacent thelixedcam and movable axiallyforrthesiiaft for actuatingtlie valve, and-means extending through the shaft' and 14.115.' im @agir-rey manning mechanism,

the combination 'of affuel pump,fcompri`sing va plungerand a hfolloni 'shaft having la slot therein'f'al lcam fixed ontlie shaft-for at'uat- ,ing the pump plunger,a llsecond calnonthe i I shaftiadj'ac'ent the irst named 4cam andmovable' axially fileshare for edna-Oliaig v als y .enteringthel slot for moving the last named I ,valve,fa` speed goveinormountedlon the shaft I andfresponsive'to the'speed thereof, and means* extending 'throughthe' hollow shaft "and"prjeeting into Nsaid slot for :operatively connec'tiiig the,speed-:governor tothe. mov-1' y ,hollowl cam shaft having a 'slot thereimfa,

15. In an engine controlling mechanism, I6 the combination of a fuel supply means, a' f blastA air controlling means comprising Ag valve that is normally held open, a casing'g@- therefor, ameans for b ancingv the valve as to' fluid pressure when 1t is desired t close 70;

it, a spring for seating the valve, a shaft and cams-for actuating the fuel supply-means and also the balancing means, and means for moving the cam of the balancingmeans into and out of action. u

16. In an engine controlling mechanism, the combination of a housing, a shaft that extends4 through the housing, pumps "sup-V ported by thehousing and located on opposite sides of the shaft, starting means supported bythe housing'and located on oppo site sides of the shaft, a blast air controlling means supported by the housing ,and actu-. ated by the shaft, `cams on the shaft that act first on the parts on one side thereof and then on the other, and a meansforaxially adjusting certain of the cams on the shaft.,

C1.7. Infanengine controlling mechanism, the Vcombination of a fuel pump, a control'- ling valve therefor, a shaft, a cam' thereon for actuating the pump, an adjustable camL mounted on theshaft'for changing-the tim,` ingoffsaid valve, a speed governor for adjusting. thelcam, an air star t1ng,valve,-ablast air controlling valve, ca'm means driven by 95 the shaft yfor `operating the starting andt blast airs valves in proper sequence, -and` means for adjusting said cam` means .inde- 'i pendentlyof the speed governor lto admit compressed air to the cylinder of the engine for startingand to eut off the supply of blast a`iur"to7 its fuel injector.H A A...

18.11211 an-enginecontrolling mechanism, the combi-nation of a fuel pump, 'a controlling valve therefor-,a shaft, a eamlhereon for actuating thepump, a cam mounte`dktoy slide onthe shaft for actuating the valve, a

speed governor for sliding the cam on the," shafty to vary` thetiniing of the valve, an air starting valve, a blast airconlrolling valve, a cam mountedy to slide on the shaft =f0r ac-l tuating the last named valves,` and a, manually actuated d`e`vi'cefor moving the s econd" cam on the 4shaft independently of the first.

'19.. In an engine controlling mechanism,

meais therefoi:', v anr elastic fluid 4 starting,I means, a fuel ini'ector, a conduit supplying', f

highpressure blast air to the injectorffor,` l 1 0 dlschllgng fuel therefrom, and a valvel fgr shutting ff the. Supply of blast 'air to the'j'i, IllC-or. during the starting perod. f 20 In an lengine controlling mechanism,

fthe combination with a fue] pump compris-1` ing a member having two parallel bores, a. plunger in one of them and a' suction valve and suction' valve lifter 1n the other, of

A`115 the combination of a fuel pump, controlling 1 fixed cam on the Shaft for actuating the plunger, a cam adjacent the fixed cam for actuating the lifter, said cam being axially adjustable on the shaft for varying its action thereon, a speed governor on the shaft responsive to the speed thereof, and means extending throughthe holow shaft and pro 'jecting into Said slotl for operatively connecting the governor to ,the axially movable cam.

In witness whereof, I' have hereunto set my hand this' 7 th day of January, 1913.

i BERNHARD KRIMER. Witnesses: HARRY LEHMANN, FRANZ ZRANN. 

